Today's Message Index:
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1. 07:55 AM - Re: Props (Craymondw@aol.com)
2. 08:39 AM - speed mods (Craymondw@aol.com)
3. 03:05 PM - more on props (Craymondw@aol.com)
4. 03:59 PM - direction (Craymondw@aol.com)
Message 1
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icovery,
IO360 200 hp Lyc and Hartzell
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Message 2
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I talked to a racer that tried using a lower profile wind screen on his GL 2
TD and claimed the craft didn't have any speed increases with the
modification. Ken Johnson said NASA didn't find a problem with the wind screen
on his
GL 3. Stoddard Hamilton reported an increase in speed by removing the lower
belly cowling from the lower cowl. Merrit Island NASA engineers found Glasair
two's and three's without wing fairings faster that one's with them. The
former aeronautical engineer that worked for Stoddard Hamilton had a retrofit
wing fairing that he claimed would add up to fifteen miles per hour to the
cruise. Wheel pants on Glasair three's and two's look pretty but aren't well
designed. Stoddard Hamilton didn't supply an "upper" nose strut fairing. That
fairing is important because it keeps pressurized air out of the cowling.
Glasair's retro fitted with RV wheel fairings report several mph increases. The
exhaust outlet on the two's face down. Cirrus found that by facing the exhaust
out lets to the rear it added thrust and speed. Last night I talked to the
builder using a McCauley prop on his Gl 2. He reported that he didn't like the
round part of the Hartzell and the thin tip. He went on to say that the last
third of a prop does all the work and likes the "tennis racket" look of the
McCauly. He also sawed off his wing fairings. His Gl 2 FT is very fast with a
cruise speed of 220 mph using a 200 hp Lyc. He is going to remove the Hartzel
from his three and install a McCauley and thinks his cruise speed will
increase. My best cruise speed with my Hartzell is 2375 rpm. When I increase the
RPM
the plane goes slower. I think my Hartzel at higher RPM's creates
turbulence.
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Message 3
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Formula one racer Don Sharp, tried several prop variations and kept the
details of his winning prop a secret. Engine power is another factor. With each
replacement to my engine, my plane went faster. I replaced the over hauled
Bendix mags on my engine with new Slick mags and experienced better performance.
I experimented with engine timing until I noticed increases in speed. I
experimented with various spark plugs until settling on Autolight XL UREM38S fine
wire plugs. I replaced my injectors with Airflow Performance nozzles and
saw a large increase. I ground my exhaust flanges smooth and saw an increase.
Maximum power can not be had unless the engine is properly leaned. I lean 50
degrees cool of peak. When I first flew my plane I noticed that my freshly
over hauled servo wouldn't hold a setting. So I sent it to a respected overhaul
shop and they found the servo had not been properly over hauled and that it
wasn't properly adjusted. Even though I had good compression on all
cylinders, I suspected one wasn't right when I pulled the prop through. I sent
the
cylinder in and the mechanic discovered one of the valves had been improperly
ground and replaced it and reground the seat.
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Message 4
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A GL 2 FT builder that also owns a Gl111 informed me that Stoddard Hamilton
decided to get away from high performance aircraft and look into the Glasstar
after the manufacturers of the Kitfox convinced them that their way was the
better direction. I didn't care for that new direction at all and felt that
Stoddard Hamilton was abandoning the Glasair builders and their composite
direction. After listening to sales pitches in the late 1980's about how inferior
alumni mum was and the future was in composite, Stoddard Hamilton introduced
the steel tube, aluminum winged Glasstar. I was part of a group of builders
that felt that was a mistake and that a four seat high performance composite
version should have been offered instead, followed by a certified version.
Also carbon fiber versions of the Gl 2 series and Gl three's should have been
introduced. The management of Cirrus and Lancair decided to stick with
composites and the Cirrus series of aircraft have become one of the best selling
light planes in aviation history closely followed by Columbia aircraft. What a
lost opportunity!! I feel that Glasairs with proper speed modifications would
not only out perform Lancairs but have superior handling characteristics
better than both Lancair and Cirrus designs. Further more, unlike Cirrus
designs, I have never heard of unexplained loss of control in adverse weather
of any
of the Glasair series. And lastly, in the event of an off field landing the
survivability in Glasairs appears to greater than their counterparts.
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